Thanks for all the answers on ringing my cranks. Here
is what I did.
1. Screwed the bolt holding the harmonic balancer
back into the threads by fingers, harmonic balancer
removed.
2. Suspended the crank by cord on the bolt and tapped
with a hammer. Thud
3. At the suggestion of someone
Mark and Mark and netters I agree whole heartedly.
And if I find that the cranksahft that WW sold me is NOT nitrided I will have
it nitrided.
What I should have said is that it is premature to draw conclusions that
nitriding will do anything
to address the broken crankshafts in OUR CASES. If n
Bob Glidden
Eminence,Indiana
KR2S N181FW (building)
Corvair 110
glid...@ccrtc.com
Like Ron said, maybe the way Bill Clapp and Steve
> Makish flew their engines has much more of a factor on the cracks then the
> machining.
I don't know about Steve,but I have seen Bill fly several times and h
h the truth
and tell people it cruises close to 150 then I should tell them I'm running
it WOT as well.
- Original Message -
From: "Bob Glidden"
To: ; "KRnet"
Sent: Tuesday, January 17, 2006 10:08 PM
Subject: Re: KR> Crankshafts and testing
>
> Bob G
great discussion group. I hope by the end of the summer that I
can report a KR2S project under way. I've visited virtually every one of your
web-sites and am both envious and impressed. This is a great group and a
fabulous learning experience.
Tony
Moscow, ID
> ---Original M
Hello,
One question to ask would be are the cracked cranks caused in part by
amplification of harmonics through the use of a prop extention? How does
the data thus far compare? Aren't most Vair powered KR's using them to
get a more stramlined cowl shape and wouldn't this be something unique
to t
Mark, you said;
But something else WW said got me to wondering"aircraft cranks have
to be properly radiused when grinding, and most automotive machine shops
don't do that".
I had a nice Jodel, high time engine. I sold it, and the buyer had some
problems; had the crankshaft chromed up to size
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